I did some searching but didn't see anything along my lines of thought here. So according to RC51.org the commercially available 2:1 systems have a bad power loss at the middle range. The theory is that the HRC bikes had longer pipes along with WAY more power already on tap. I noticed that all of the 2:1 systems I can find pictures of are right side cans. Wouldn't you get more length if you were to do it just like HRC and run the pipe up, under the seat and to a left side can? I'd imagine that would be good for another foot or so of pipe length.

Do we know if there was any dyno tests or anything done? Though I imagine the set up in the video would be about the same as the other commercially available system as its a left exit to left can. The AMA and WSBK bikes had right exit to a left can that would make for more length I would think.

Roger Ditchfield was telling me that Colin Edwards used the 2 into 1 for tight tracks..I forgot which race he told me...although he stated that the power was snatchy at 2-3000 rpm and Colin stated that it felt like an engineer who never rode a bike made it...LOL...It was said that the mid range on that bike was increased but the power fell off after 10,5000...exactly OPPOSITE of what everyone says...BUT that was an HRC produced pipe also...who knows what diameter, length, tapers etc were used....Roger had the exact pipe in his garage for 2 years before selling it 4 yrs ago to some guy that was building a Colin Edwards replica bike....

I currently will be trying the jardine Ti that I have ceramic coated on my fully built engine when it returns to the US next week...I am hoping the ceramic coating will keep the exhaust temps higher, thus higher velocity and act like a shorter pipe for top end as the rev limiter is to be set between 11,200 and no higher than 11,6000 by Roger...Roger says he and Mamu Moriwaki both built RC engines and both found that 11:3-11:6 C.R, produced the most HP....Rogers made 163 rwhp and Moriwaki 166 rwhp....R.D. states that all the blownup motors he sees in his shop have been using wiseco pistons..he recommends JE, Pistal, CP...

He says that for the OEM engines that are modified with Hi Comp pistons should not exceed 11,6000 rpm. SORRY RUNON!

Thanks for sharing that awesome collection of information! That is facinating to hear that Colin claims the opposite of what people here have experienced. It would be interesting to go down to his school and ask him what he remembers about everything .

True. Based on what I have see no one produces anything like the HRC system. Which I find interesting. It's not like Honda tried to hide what the systems looked like. If it was a total mess to make the customer systems the way they did, why not work on copying the HRC set up?

F1 technical is a great site. Also check out Mulsannes Corner for aerodynamic studies of LMP cars.

Simon, a vendor here, DOES produce a STREET based HRC 2-1-2 copy....RCDevil and others have them...I think the stig may have a true HRC exhaust.....the street copy has smaller header diameters I believe....

Just got through reading about exhaust gas resonances/intake resonances/rpm resonances on F1 forum....I'm trying to find out how much a set increase in exhaust temperature increases the velocity and by what amount that changes the resonance of the exhaust...Empirical evidence by use of a dyno is the only real measure tha, for me,t will ultimately matter for now.

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